Rotary liquid fuel injecting internal combustion engine



Jan. 27, 1942. E. J. SERPAS 2,271,403

"ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 27,1937 8 Sheets-Sheet l INVENTOR,

Jan. 27, 1942. E. J. SERPAS 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE I 8 Sheets-Sheet2 Filed Aug. 27, 1937 Jan. 27, 1942. r; s s 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 27,1937 8 Sheets-Sheet 3 Jan. 27, 1942. E. J. SERPAS 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 2'7,1937 8 She ets-Sheet 4 Jam. 27, 1942. E. J. SERPAS 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 27,1937 8 Sheets-Sheet 5 i a? 58 Q8 159 Q /24 no 45 0 INV ENTOR.

Jan. 27, 1942. E, J, SERPAS' 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 27,1937 8 Sheets-Sheet 6 IN VEN TOR.

Jan. 27, 1942. E. J. sERPA s I 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 2'7,193'? 8 Sheets-Sheet 7 I l 22 6M" 28% my I v! 22 l I IN V EN TOR.

Jan. 27, 1942. E. J. SERPAS 2,271,403

ROTARY LIQUID FUEL INJECTING INTERNAL COMBUSTION ENGINE Filed Aug. 27,1937 8 Sheets-Sheet 8 INVEN TOR.

Patented Jan. 27, 1942 ROTARY LIQUID FUEL INJECTING J INTERNALCOMBUSTION ENGINE Ernest J. Serpas, New Orleans, La., assignor oftwo-fifths to J. S. Waterman, New 0rleans,.La.'

Application August 27, 1937, Serial N 0. 161,190

3 Claims.

My invention relates to improvements in rotary liquid fuel injectinginternal combustion engine particularly the two cycle type, whereinanannular piston chamber, divided into'equally spaced segments, isrotatably mounted on a stationary crank shaft and provided to'carryopposed pistons therein each of said segments in an annular course. I

An important object of the invention is that it relates to and is amodification of my pending;

applications Serial No; 111,091 filed'Novemberlfi, 1936, and Serial No.151,568 filed July 2; 193-7.

Further objects of this invention are first, to provide a simplecombination of connecting rod and toggle joint links operatively engagedto a radial cross head guide means carried by the casing in order toconnect the pistons to the crank shaft and to the annular casing wherebyto produce the torque and the necessary piston action in order that theadmission of air to and the release of the exhaust gases from the firingchamber occur simultaneously and in pairsand made to fire likewise;second to provide compression ratio of such magnitude wherein thecharges of air compressed in the firing chambers reach a rationaltemperature suificiently" high to ignite the fuel oil when injectedtherein; third, novel means for distributing and injectingmeasuredquantity of liquid fuel into thefiring chambers, in pairs,simultaneously and at a time when the firing chambers are subjected tothe highest magnitude of compression in order that the fuel is ignitedby the temperature of the air; fourth, simplified means for varying themeasured quantities of fuel oil to be injected in the firingchambers inorder to control the speed of the engine; fifth, simplified means oflubricating the engine parts; sixth, the accessibility of all of theengine parts; a

I attain these objects and other features by mechanism illustrated inthe accompanying drawings in which, Figure l is a vertical secthe arrow,one half turn from the position as that shown in Figure 1; Figure 4 is alongitudinal sectional view taken on line 4-4 of Figure 3, showing theengagement of the fuel injecting pumps to the stationary cam disc, asthey the engine reaches the position as that shown 7 'in Figure3;Figure'5, is avertical sectional view taken 'on line 55 of Figure 2 inorder to show the circular position of the fuel inj ecting pumps;

Figure 6, is'a sectional view taken on line 6--6 of Figure 2 in order toshow a face View of the stationary cam'disc and the engagement of thecam lobes'to' the fuel injecting pumps corresponding to a position asthat shown in Figure 1; Figure 7, is a detailed perspective View of thestationary cam disc; Figure 8, is a detailed perspective View of thesliding key for locking the stationary cam disc to the crank shaftagainst rotary action and forlfac'ilitating the shifting of the samelaterally back and forth on the shaft; Figure 9, is a detailedperspective of one of the ,fuel injector plungers; Figure 10, is adetailed elevation of the stationary cam disc shifting rod; Figures 11and 12, are detailed perspectives of the piston carrying arms; Figure13, is a detailed elevation of one of the pistons; Figure 14,

is a sectional view of the piston, taken on line Figures 1'7, 18, 19 and20 are a series of views showing the structure of the connecting rod andtoggle joint links intwo positions as they are revolved about the crankpin; Figure 17 is an elevation showing the parts corresponding to aposition as that as shown in Figure 1; Figure 18 is an elevation takenon line I8l8 of Figure 1'? viewing the parts in the direction of thearrow; Figure 19- is an'elevation showing the parts in a correspondingposition to that as shown in Figure 3; Figure 20 is an elevation takenon lineZll-JD of Figure l9showing the parts as they appearwhenlooking inthe direction of the arrow.

Similar numbers refer'to similar'parts through the several views. 7

No. 1 indicates in general a stationary crank shaft provided withwebbed/portions 2 and 2', as shown in Figure 2, a crank pin 3 engaged inbearing 4 of connecting rod '5'rotatably mounted and extends radiallythere from the crank pin T3, the rod 5 receives the wrist pin 6 tightlypressed in its bearing 7.

The wrist pin 6 receives and carries the toggle joint links 8 and 9which are rotatably mounted thereon at their bearing ends in and l lrespectively and disposed thereon at opposite sides of the connectingrod 5.

The free end of the toggle joint link 8 extends inject the fuel into thefiring chambers when from the wrist pin 6 in the direction of rotation,

see Figure 1, and is connected to the piston carrying arm I2 by itsbearing I3 as shown in Figure 4, engaging the pin I4 tightly pressed inthe opening I5 in the piston carrying arm I2 which is rotatably mountedon the crank shaft I and disposed thereon at the side of the webbedportion 2 on its bearing I6 and extends diametrically from the shaft andcarries the pistons I1 and I8, as shown in Figures 1 and 3; while thefree end of the toggle joint link 9 extends in the opposite direction tothat of rotation and is connected to the piston carrying arm I9 throughits bearing 29, shown in Figure 4; engaging pin 2| tightly pressed inthe opening 22 formed in the piston carrying arm I9, as shown in Figures11 and 12, rotatably mounted on the crank shaft engaged in its bearing23 and disposed thereon at one side of the webbed portion 2', as shownin Figures 2 and 4 extends diametrically therefrom and carries thepistons 24 and 25, shown in Figures 1 and 3.

The pistons I[ and I8, 24 and 25, are carried diametrically oppositeeach other on the piston carrying arms I2 and I9 respectively and arecoupled thereto the arms by the piston pins 25 engaging the piston pinbearings 21 formed in each of the pistons and the eye 28 formed in theends of the arms. The piston pin locks 29 engaged at both ends of eachof the piston pins 26 in the keeper grooves 30 formed in each of thepiston pin bearings 21 are for locking the piston pins 26 in thepistons, as shown in detail in Figures 11, 12, 13, 14, 15 and 16.

The casing 3| constituting the castings 32 and 33 is rotatably mountedon the hub projection portion 34, see Figures 2 and 4, of the pistoncarrying arm I2 engaged in the casing bearing 35 and on the hubprojection 35 of the piston carrying arm I9 engaged in the casingbearing 31 and is provided with the radial crosshead guide grooves 38and 38', shown in Figures 1, 2, and 3, receiving the rollers 39 and 39engaged at the ends of the wrist pin 6 in order that when a rotaryimpulse is given to the casing 3| it is imparted to the piston carryingarms I2 and I9 and consequently to the pistons I1 and I8, 24 and 25 andthe connecting rod in order that they are carried by the casing and thatthe speed of the piston carrying arms I2 and I9, and consequently thepistons carried thereby are accelerated positively and negativelyrelative to the speed of the casing, in a certain definite half turn ofthe circle and to cause an alternation of magnitude of said positive andnegative acceleration of the speed of the piston carrying arms v andconsequently the piston carried thereby in the second half turn of thecircle in each revolution of the'engine, in order to cause the pumpingaction of the pistons, for compressing the air and for transmitting theenergy to rotate the casing.

A cylindrical annular piston chamber 49 is formed in the casing 3|between the castings 32 and 33 and it receives the pistons I! and I8, 24and 25, which are provided with piston rings 4| and in order to seal thespaces 42, 43, 44 and 45 between the pistons which constitutes thefiring chambers.

The crank case chamber 45 also formed in the casing 3| between thecastings 32 and 33 and' ports 41, 48, 49 and 58 adjoining the pistonchamber 48 and the crank case 46 and are controlled by a relative motionof the pistons to that of the castings in such order as to registercommunication of the firing chambers to the crank case chamber 46 inproper sequency.

The intake ports 41, 48, 49 and 58 are further provided to receive andpermit the passing of the piston carrying arms I2 and I9 which extenddiametrically across the crank case and into the piston chamber 48 andare of suflicient length to permit a relative motion of the arms inrespect to the castings 32 and 33.

The castings 32 and 33 are secured together at two annular points ofcontact 5| and 52 by two circular row of bolts 53 and 54 engaged in thebolt openings 55 and 53 respectively.

Mufiier vacuum chamber 51 is formed at the periphery of the casing 3| bythe mufiler shell 58 provided with outlet openings 59 formed at theoutermost periphery of the muffler shell 58 and are each provided, attheir ends in the opposite direction to that of rotation, with animpeller 50 projecting from the outer wall of the mufiler shell 58 intowards and with a curve in the direction of rotation and reaching inacross the muffler chamber 51 and contacting the outer periphery of thecastings 32 and 33 in order to evacuate the muffler chamber 51. Themuiller shell 58 is secured to the castings 32 and 33 by the circularrow of bolts 54 engaging the circular row of bolt openings 6| in themuilier.

The exhaust ports 62, 33, 64 and 65 are formed between and in'the outerwalls of the castings 32 and 33 and they adjoin the muffler vacuumchamber 51 and the piston chamber 49 for releasing the exhaust gassesfrom the firing chambers 42, 43, 44 and 45 respectively and arecontrolled by relative motion of the pistons in respect to that of thecastings 32 and 33 in such order that registration of the firingchambers to the muffler vacuum chamber occur in proper sequency and insynchrony with registration of the intake ports 41, 48, 49 and 58 inorder that the release of the exhaust gases from and admission of airinto the firing chambers occur simultaneously, and to the firingchambers in pairs and to those diametrically opposite each other,

The fuel oil chamber 65 in the tubular shaped casing 51, an integralpart of and carried by the casting 33, extends from the discal side ofthe casting longitudinally of and concentric to the crank shaft I, seeFigures 2, 4 and 5, and receive the head cap 58 threaded at 69 in theend of the casing 61 bored at III to receive the crank shaft I. The Ushaped packing II in recess I2 in the head cap 68 and U shaped packingI3 in the recess I4 formed in the discal wall of the casting 33 servesto seal the fuel oil chambers 66 at these two points of rotation.

The bevel gear I5 formed in and carried by the head cap 68 engaging thepinion gear I5 carried on the shaft 11 engaged in the bearing I8 formedin the engine support I9 serves to operate the fuel pump 89; havinginlet pipe 8|, outlet pipe 82 connected to the conduit 83 at 84 formedin the crank shaft I leading to and communicating with the fuel oilchamber 56 in order to supply fuel oil therein the chamber underpressure. The fuel pump 88 is provided with the extending bearing 85receiving shaft I1 extending downwardly therefrom the pump through theopening 88 formed in the upper part of the gear casing 81 at which pointthe pump is secured thereto the gear casing by the screws 88.

Gear casing 8! is of a circular formation an integral part of the enginesupport 19 extending therefrom, parallel to and concentric to the crankshaft I bored at 89 to receive the head cap 68 and the end of thetubular casing 61 provided with sealing ring 90 engaged in groove 9I forsealing the gear chamber 81 at this point in order that lubricant isheld therein the gear chamber for lubricating the ears.

The gear casing 81 extends from the engine support 19 towards thecasting 33 and flares out into an increased diameter forming the intakeair casing 92 provided with an air entrance 93 and bored at 94 to freelyreceive the tubular shaped intake manifold 95 which is formed by and isan integral part of the casting 33, and provided with sealing ring 96 inthe groove 91 contacting at bore 94 which permits a rotary seal tightconnection at this point for conducting the air from the air casing 92to the crank case 46 through the intake manifold 95 and the openings 98formed in the discal wall of casting 33 adjoining the crank case to theintake manifold 95, as shown in Figures 1, 3 and 5.

The crank shaft I engages the anchor bearing 99 formed in the enginesupport 19 and is provided with key I engaging key seat IOI in the shaftand key seat IOI in the anchor bearing for locking the shaft in a fixedposition. Bolt I02 engaging the bolt opening I03 just above the anchorbearing 99 facilitate means for clamping the shaft in the bearingwhereby a lateral adjustment of or removal of the shaft therefrom iseasily controlled.

The firing chambers 42, 43, 44 and 45 are each provided with fuel oilnozzles I04, I05, I06 and I01 respectively for distributing the fuel oilinto the chambers and are engaged in the nozzle ports I68 as shown inFigures 1 and 3 and are threaded therein the ports at I09 as shown inFigures 2 and 4 and enter from one side f the casting 33 into and at theinnermost part of the firing chambers and have their discharging jetsIIO pointing in a direction away from the axes of the engine in orderthat the centrifugal force acts to throw the oil from the jets in andthrough the compressed air in the firing chambers. Each of the fuel oilnozzles I04, I05, I06 and I01 are provided with check valve III, urgedto the seat II2, by the spring H3 in their barrel II4 which permits thevalve to open under a predetermined pressure to facilitate the passingof measured quantities of fuel oil out of the fuel oil nozzles andthrough the jets H0 and into the firing chambers.

In order to distribute the fuel oil from the oil v crank shaft I asshown in Figure 5, and are threaded in the opening H9 in the discal wallof and carried by the casting 33 to revolve around the crankshaft I andthey project therefrom the casting 33 and extend parallel to the crankshaft I as shown in Figures'2 and 4. They receive the injector plungersI20, I2I, I22 and I23 respectively accurately fitted to their barrelI24,

adopted to reciprocatetherein and each have offset end I25, head I26with guide I21 and they are further provided with the groove I28 attheir ends engaged in the barrels which are adapted to come intoregistration with the intake port I29 formed in the walls of each of thepump barrels I24 in order to permit the fuel oil to I I5 to the nozzleI04 connected thereto its barrel Ii4 through the opening I32 and theconduit I3I leading from the barrel I24 of the injecting pump I I1 tothe nozzle I06 and connected thereto its barrel II4 through opening I33.

The injecting pumps H6 and H8, are connected to the fuel oil nozzles I05and I01 as shown in Figure 4 through the conduit I34 leading from thebarrel I24 of the injecting pump I I6 to the nozzle I05 connectedthereto its barrel II4 through the openings I36 and. the conduit Ileadingfrom the barrel I24 of the injecting pump II8 to'the oil nozzleI01 and connected thereto its barrel II4 through the opening I31.

In order to vary the measuring capacity and to. actuate the fuelinjector plungers I20, I 2I, I 22 and I23 the cam disc I38 is providedsnugly fitted to the crank shaft I on its bearing I39 and disposedthereon in the fuel oil chamber 66, and adopted to have a degree oflateral motion thereon but locked thereto the shaft I against any rotaryaction by the shifting key I40 slidably engaged in the key seat I4I,formed in the shaft and engaged in the key seat I42 formed in the hubI43 of the cam disc I38 and locked therein the key seat to the cam discin a clamping position between the lug I44 and against the disc I38 bylug bolt I45, in order to facilitate means for connecting the cam discI38 to the hand throttle I46.

The hand throttle I46 pivoted at I41 to the bracket I48, an integralpart of the engine support 19, provided with the coupling pin I49engaging the eye I56 of the shifting rod I5I freely fitted in the boreI52 formed in the end 89 of the crank shaft I extends therein and isthreaded at I53 in the shifting key I40 in order to shift the cam disc I39 laterally back and forth on the shaft I,- through operation of thehand throttle I46 in order to control the speed of the engine.

At one side of the cam disc I36, see Figures 6, 7 and the cam lobes I54and I55 in circular paths I54 and I55 respectively engage the offsetends I25 of the injector plungers I20 and I22, while-the cam lobes I56and I51 in circular paths I56 an-d I51 engage the offset ends I25 of theinjector plungers I2I and I23 and they lie on a ,diametrical line atright angle to that on which lies the lobes I54 and I55, in order toactuate the injector plungers I20 and I22, I2I and I23 in pairssimultaneously, once in energy revolution of the engine and on the halfturns in regular timed order to inject the fuel oil into, the firingchambers, to be mixed therein with the air, at a point a little inadvance to where the highest magnitude of compression is reached and toinject the fuel oil into the firing chambers in pairs simultaneously andto those diametrically opposite each other.

In order to return the injector plungers I20, I2I, I22 and I23, againstthe action of the cams, the spring I58 is coiled around the barrel ofeach of the injecting pumps H5, H6, H1 and H8,

' seated against the casting 33 and expanding against the head I26 ofthe injector plungers.

In order to assure proper alignment of the groove I28 and port I29 inthe barrels I24 of the injecting pumps and to assure positive engagementof the off set ends I25 of the injector plungers I20, I2I, I22 and I23to the cam lobes, groove I59 is provided for and at the side of each oneof the injecting pumps II5, II6, H1 and H9, in the casing 61, eachreceiving guide I21 of the injector plungers I20, I2I, I22 and I23 toprevent the latter from revolving in the barrels I24.

In order to lubricate the engine the oil reservoir I69, formed in thediscal side of and an integral part of the casting 32, of circularformation, is provided to carry the lubricant. The opening I6I in theoil reservoir I60, receives flange I62 of the drive shaft I63 secured tothe reservoir I60 by a circular row of bolts I64 engaged in bolt openingI65 in the flange I62 and threaded in the openings I66 in the wall ofthe reservoir I60, as shown in Figure 2, facilitates excess to the oilscoop I61 suspended in the oil reservoir on its bearing I68 receivingthe square shank end I69 of the crank shaft I.

The scoop I61 extends radially from the crank shaft to a point near theinner periphery of the oil reservoir I60, its projecting end split andcut away at I10 in order that the end of the conduit I1I formed thereinis exposed to scoop the oil belt formed in the reservoir throughcentrifugal force in order that the lubricant will fiow through theconduit I'II the opening I12 in the square shank end I69 and into thebore I13 formed in the crank shaft provided with plug inserts I13threaded therein at I14, I15 and I15 in order to conduct the oil throughthe conduit I11 to lubricate the connecting rod bearing 4 and to flowthrough the conduit I18 and back into the bore I13 at the opposite sideof the crank pin 3 from which the oil enters the shaft and through theopening I19 to lubricate the bearing at this point. The reservoirrefiller plugs I80 are provided diametrically opposite each other in theopenings I8I communicating with central bore I62 in the drive shaft I63.

The fins I83 formed in the castings 32 and 33 around piston chamber 40and extending therefrom in radial planes in order that the action ofcentrifugal force causes the air to circulate therethrough between thefins I 83 in order to cool the engine.

Assuming that the fuel oil is being supplied to the fuel pump 80 throughthe inlet pipe 8|, and that the fuel pump 80, the outlet pipe 82,conduit 83, the fuel oil chamber 66, the injecting pumps H5, H6, H1 andH8, the nozzles I04, I05, I96 and I91 and the conduits associatedtherewith are all primed with the fuel oil and free of air or any gassesand that the engine is in a position corresponding to that as shown inFigure 1. The injecting pumps H6 and H8 are in a position where theirintake ports I24 and the grooves I 28 in the plungers I2I and I23 are inregistration as shown in Figure and the off set stems I25 of theplungers I2I and I23 follow the circular paths I51 and I56 are one halfturn from the cam lobe I51 and I56 and the stem I25 of plungers I20 andI22 are engaged to the lobe I54 and I55 as shown in Figure 6.

Assuming that the air has entered the firing chamber 43 and 45 throughthe air entrance 93, the intake air casing 92, intake manifold 95,opening 98, crank case 64 and through the intake ports 41, 43, 49 and50; and that an impulse is given to the casing 3! to revolve in thedirection indicated by the arrow. The engagement of the wrist pin 6 toth rollers 39 and 39' in the radial cross head guide grooves 38 and 38causes the connecting rod 5 to revolve on the crank pin 3 and carryingthe piston carrying arms I2 and I9 and consequently the pistons carriedthereby the arms through connections of the toggle joint links 8 and 9.The revolving of the connecting rod 5 on the crank pin 3 exerts to pullat the knee formed by the links 8 and 9 in towards the axis of theengine tending to spread their ends connected to the piston carryingarms I2 and I9 in opposite direction as they are being carried in acircle. The one end spreading in the direction of rotation, that of thelink 8, is connected to and imposes a positive acceleration to the speedof the piston carrying arm I2 and consequently the pistons I1 and I8,and the other end part of link 9 spreading in the opposite direction tothat of rotation is connected to and imposes a negative acceleration tothe speed of the piston carrying arm I9 and consequently the pistons 24and 25 relative to the speed of the casing 3|. The difference ofacceleration causes the spaces between the pistons constituting thefiring chambers 42 and 44 to be expanded and the spaces or firingchambers 43 and 45 to be contracted and compress the air therein thechambers through the first half turn of the circle.

As the casing 3I revolves to a point a little in advance to Where itreaches the half turn of the circle, or a little in advance to aposition corresponding to that as shownin Fig. 3, the injector plungersI2I and I23 are actuated simultaneously by the cam lobes I56 and I51through engagement of their stems I25 to the lobes as shown in Fig. 4.The plungers I2I and I23 are forced to move inwardly toward the casting33, carrying the grooves I28 out of registration with the intake portsI29 and trapping the fuel oil there in the barrels I24 in the front ofthe plungers I2I and I23. The fuel oil in front of the plunger I2I isforced to flow in the conduit I34, opening I36, the barrel II4 of thenozzl I05 forcing the check valve III from its seat II2 against theresistance of the spring II3 through the jet H0 and injected into thefiring chamber 43, and the fuel oil trapped ahead of the plunger I23 isforced to flow in the conduit I35, opening I31 in the barrel II4 of thenozzle I01 forcing the valve III from its seat H2 against the resistanceof the spring II3 through the jet H0 and injected into the firin chamber45. The fuel is injected into the firing chambers 43 and 45simultaneously and mixed therein with the highly compressed airisignited instantly by the rotational temperature of the air,

At the same time that the fuel is injected in the chambers 43 and 45 ora little before the engine reaches the half turn of the circle, or in aposition a little in advance to that as shown in Figure 3, the intakeports 41, 48, 49 and 50 and the exhaust ports 62 and 64 are uncovered bythe pistons I1, 24 and I8 and 25 and brought into registration with thefiring chambers 42 and 44, the air in the crank case chamber 46influenced by centrifugal action is swept into the firing chambers 42and 44 sweepin out the medium ahead of it through the exhaust ports 62and 64 through the muflier vacuum chamber 51 and forced out at theoutlet openings 59 by the impellers 60.

As the casing 3I revolves to a point a little past the half circle orpast the dead center line we may assume that the engine is thenrevolving on its own power through the energy expanding in the firingchambers 43 and 45, between the pistons I I and 25, I and 24,and'compressing the air in the chambers 42 and 44, causing the pistoncarrying arms I2 and I9 to apply opposite force to the ends of thetoggle joint links 8 and 9 connected there to the arms causing them toretract forcing their knee end parts away from the axis of the engineand exerting a pulling force on the stationary crank pin 3, throughconnection of the rod 5, the wrist pin 6 carrying the rollers 39 and 33'engaged in the radial grooves 38 and 38 where the energy is transmittedto revolve the casing 3|. 1

As the energy continues to expand in the firing chambers 43 and 45 itcompresses the air in the chambers 42 and 44 and as the casing reaches apoint a little in advance to the second half turn of the circle or in aposition a little in advance to that as shown in Fig. 1, the injectorplungers I20 and I22 are actuated by the cam lobes I54 and I55 throughengagement of their offset stems I25 to the lobes as shown in Fig. 2.The plungers I20 and I22 are forced to move inwardly towards the casting33, carrying the grooves I28 out of registration with the intake portsI29 in the wall of the barrels I24, and trapping the fuel oil in thebarrels I24 in the front of the plungers .I20 and I22 and forcing theoil to flow in the conduits I30 and I3I to the nozzles I04 and I06. Theoil flowing into the conduit I30 through the opening I32 in the wall ofthe nozzle I04 and flowing in its barrel II4 against the valve IIIforcing it from its seat II2 against the resistance of the spring II3through the jet H0 is injected into the firing chamber 42 and the oilflowing into the conduit I3I through the opening I33 in the wallsthereof and into the barrel II4 of the nozzle I06 against the valve IIIforcing it from its seat II2 against the resistance of the spring II3through the jet I I0 is injected into the firing chamber 44. The fuelinjected into the firing chambers 42 and 44 simultaneously and mixedtherein with the highly compressed air is ignited instantly by therational temperature of the air and continues to revolve the casing 3|as the explosions occur one after another at every half turn of thecircle.

At approximately the same time that the fuel is injected into thechambers 42 and 44 the pistons I1 and 25, I8 and 24, uncovers the intakeports 41, 48, 49 and 50 and the exhaust ports 63 and B5. The air drawnin from and through the air entrance 93, the air chamber 92, intakemanifold 95, openings 98 and into the crank case 46 subjected therein tocentrifugal force is swept through the intake ports 41, 48, 40 and 50into the firing chambers 43 and 45 sweeping the exhaust gases ahead ofit through the exhaust ports 63 and 65 through the muffler vacuumchamber 51 and the outlet ports 59.

It is apparent in the foregoing description that the firing of theengine occurs at 180 degrees apart or twice in every revolution of theengine, and that each firing impulse constitutes the explosion of two ofthe firing chambers which occur simultaneously.

I claim:

1. In a rotary internal combustion engine, the combination of enginetransmission comprising a base, a crankshaft fixed to said base, acasing rotatably engaging said crankshaft on opposite sides of theofiset portion thereof, an annular chamber in said casing, said casinghaving openings communicating said chamber with the interior of saidcasing, opposed pairs of arcuate pistons slidable in said chamber, apair of diametrically disposed piston carrying members disposed one oneach side of the offset portion of said crankshaft, a sleeve carried bythe central portion of each member rotatably engagin said shaft, aninwardly offset L-shaped part integral with the ends of said members andfixed to said pistons through said openings, a connecting rod rotatablyengaging at one end on said crankshaft, and a pair of toggle linksrotatably connected at one end to the opposite end of said connectingrod and at the opposite end rotatably 7 connected to a member inwardlyof said L- shaped part.

2. In a rotary internal combustion engine, the combination of enginetransmission comprising a base, a crankshaft fixed to said base, acasing rotatably engaging said crankshaft on opposite sides of theoffset portion thereof, an annular chamber in said casing, said'casinghaving openings communicating said chamber with the interior of saidcasing, opposed pairs of arcuate pistons slidable in said chamber, apair of diametrically disposed piston carrying members disposed one oneach side of the offset portion of said crankshaft, an inwardly offsetL-shaped part integral with the ends of said members and fixed to saidpistons through said openings, a connecting rod rotatably engaging atone end on said crankshaft, a pair of toggle links rotatably connectedat one end tothe opposite end of said connecting rod and at the oppositeend rotatably connected to a member inwardly of said L-shaped part, saidchamber having spaced intake and exhaust ports, an annular mufflerU-shaped in transverse section engaging about said casing and saidexhaust ports, and means carried by said mufiler adjacent said exhaustports to form a partial vacuum upon rotation of said casing to therebyassist in the withdrawal of the exhaust gases.

3. In a rotary internal combustion engine, the combination of enginetransmission comprising a base, a crankshaft fixed to said base, acasing rotatably engaging said crankshaft on opposite sides of theoffset portion thereof, an annular chamber in said casing, said casinghaving openings communicating with said chamber and the interior of saidcasing, said casing also having a pair of radial crosshead guideopenings, opposed pairs of arcuate pistons slidable in said chamber, apair of diametrically disposed piston carrying members disposed one oneach side of the offset portion of said crankshaft, a sleeve carried bythe central portion of each member rotatably engaging said shaft, aninwardly offset L-shaped part integral with the ends of said members andfixed to said pistons through said openings, a connecting rod rotatablyengaging at one end on said crankshaft, a pair of toggle links rotatablyconnected at one end thereof to said piston carrying members, and acrosshead rotatably engaging through said connecting rod and theopposite ends of said toggle links, said crosshead engaging at theopposite ends thereof in said radial openings to thereby impart rotarymovement to said casing upon rotation of said connecting rod on saidcrankshaft.

- ERNEST J. SERPAS.

